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EP3813039A1 - Procédé d'observation d'un trafic au sol à l'intérieur d'un aéroport - Google Patents

Procédé d'observation d'un trafic au sol à l'intérieur d'un aéroport Download PDF

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Publication number
EP3813039A1
EP3813039A1 EP19382926.4A EP19382926A EP3813039A1 EP 3813039 A1 EP3813039 A1 EP 3813039A1 EP 19382926 A EP19382926 A EP 19382926A EP 3813039 A1 EP3813039 A1 EP 3813039A1
Authority
EP
European Patent Office
Prior art keywords
aircraft
apron
image
images
camera
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19382926.4A
Other languages
German (de)
English (en)
Inventor
Martin Martinez
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Airport Solutions SA
Original Assignee
ThyssenKrupp Airport Solutions SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Airport Solutions SA filed Critical ThyssenKrupp Airport Solutions SA
Priority to EP19382926.4A priority Critical patent/EP3813039A1/fr
Priority to PCT/EP2020/079381 priority patent/WO2021078689A1/fr
Publication of EP3813039A1 publication Critical patent/EP3813039A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/70—Arrangements for monitoring traffic-related situations or conditions
    • G08G5/72—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic
    • G08G5/727—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic from a ground station
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F1/00—Ground or aircraft-carrier-deck installations
    • B64F1/002—Taxiing aids
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/52—Surveillance or monitoring of activities, e.g. for recognising suspicious objects
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/22—Arrangements for acquiring, generating, sharing or displaying traffic information located on the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/51—Navigation or guidance aids for control when on the ground, e.g. taxiing or rolling
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04N—PICTORIAL COMMUNICATION, e.g. TELEVISION
    • H04N7/00—Television systems
    • H04N7/18—Closed-circuit television [CCTV] systems, i.e. systems in which the video signal is not broadcast
    • H04N7/181—Closed-circuit television [CCTV] systems, i.e. systems in which the video signal is not broadcast for receiving images from a plurality of remote sources

Definitions

  • the invention refers to a method of observing a ground traffic within an airport
  • the airport traffic is steadily increasing. Besides the number aircraft movement as well as the degree of capacity utilization of the aircraft is increasing. This leads to more demand on the management of the ground traffic in airports.
  • Ground Traffic Movement can be observed by Airport Surface Detection Equipment, which employs radar for detecting any objects within the ground at an airport.
  • the radar is merely capable of detecting an object without identifying the object.
  • For identifying the detected object other technologies needs to be used at the same time.
  • Non published DE 10 2019 205 882.5 describes an airport ground traffic visualization system.
  • the system tracks the movement of aircraft on the apron ground with the help of ADS-B signals.
  • On a display a graphical representation of the aircraft is shown in a position, which corresponds to the position data received via ADS-B.
  • the inventive Apron ground traffic visualization system is adapted to provide a visualization of the airport ground traffic.
  • the system comprising a first receiver adapted to receive transponder signals sent by a plurality of aircrafts, a plurality of second receivers each adapted to receive transponder signals sent by at least one aircraft, a signal processor is adapted to retrieve a positional information and an identification information from any of the received signals, a display.
  • the display is adapted to display a graphical representation of a plurality of aircrafts, in particular of all aircrafts located on the airport, and a graphical representation of facilities of the airport.
  • the system is adapted so that the graphical representation of the aircrafts is arranged in a spatial relation to the graphical representation of the facilities, wherein the spatial relation of the representations to the actual position of the related aircraft in relation to the related airport facilities.
  • an operator located at a distant position can get a visual impression of the situation on the apron, in particular where currently aircrafts are positioned and how the aircrafts are moving between the facilities in and around the apron.
  • the transponder data deliver the data of the position and identification of the aircrafts. Based on the received data the system generates a visual representation of the situation and displays it to the operator.
  • the system then displays the aircraft at their current location as well as their current motion. Besides that the system displays also any other object present on the apron, which may be an obstacle.
  • the position data of the aircraft, processed based on the recorded images can be verified by any ADS-B signals which are sent out by the aircrafts. If a processed position of an aircraft does not match to a position data received via ADS-B, the method can set the system into a fault mode, in particular in which an error message is provided.
  • FIG 1 an airport 1 is shown. As usual the airport 1 comprises several facilities.
  • PBB passenger boarding bridge
  • the airport comprises further a runway 2 for take-off and landing, and a taxiway 3 as a connecting path between the runway 2 and the parking position.
  • Several aircrafts 8 are moving on the ground of the aircraft and, either on the runway 2, the taxiways 3 or anywhere else on the apron 4.
  • a flood light comprising a plurality of flood light masts, the positions of which are depicted by + in figure 1 .
  • Figures 2 and 3 show (at least partially) an aircraft 8 located on the apron.
  • Cameras C1, C2 are located on flood light masts 40 at a certain elevation height H.
  • the aircraft is at least partially located within the field of view of at least one of the cameras. Even if there shown two cameras, it is preferred that there are a plurality of cameras directed to a certain areas of the apron.
  • the cameras are adapted to record a top view image I1, I2 (see figures 4 and 6 ) of the apron. That includes in particular at least some of the following features:
  • the elevation height H is at least 10, in particular at least 15m or at least 20m.
  • a mean direction of view M is at least oriented at an angle a relative to the vertical direction z of max. 45°, in particular max 30°, more particular of max 10°.
  • the field of view F includes a vertical line vision Vz, parallel to the vertical z-direction).
  • the cameras can record images of at least parts of the aircraft. For determining the position of the aircraft in particular the nose N of the aircraft is of relevance.
  • the cameras are not located exactly above the aircraft 8. So depending on the lateral position of the cameras relative to the aircraft the cameras merely record a stretched top view picture of the apron and the aircraft 8. So a line of view V1 between the first camera C1 and the nose N hits the apron ground at a position P1, which has a first offset 01 from the correct position; another line of view V2 between the second camera C2 and the nose N hits the apron ground at a position P2, which has a second offset 02 from the correct position P.
  • Figure 4 shows Images of the apron.
  • a first image I1 is taken by first camera C1.
  • the first image I1 shows the nose N at position P1.
  • Position P1 is consequently merely a seeming position.
  • a second image 12 is taken by second camera C2.
  • the second image 12 shows the nose N at position P2.
  • Position P2 is consequently also merely a seeming position.
  • a third image Ic is a corrected image. Based on spatial data the image of the aircraft is shifted on the background of the image (established by the apron ground) into the correct position P. In the corrected image Ic the aircraft is shown in the correct position.
  • Determining the correct position of the aircraft 8 is be performed by using 3D cameras as the cameras C1 and C2.
  • the spatial coordinates of parts of the elements presented in the picture can be calculated.
  • the correct position P of the nose N can be calculated independently form the direction of view V1, V2.
  • the seeming positions P1, P2 can be measured by means of the calibrated cameras and the resulting images I1, 12. Consequently the offsets 01, 02 can be calculated as depicted in figure 3 .
  • the presentation of the aircraft is shifted in image I1 and/or 12 to establish the corrected image Ic.
  • the first and second images can be merged into the corrected picture Ic.
  • Figure 5 shows a central observation monitor 10 at the airport or at another remote location.
  • a plurality of corrected images Ic as above described are displayed to generate a real time overview of wide areas of the apron, which is larger than the field of view of one particular camera.
  • Each dotted frames in the monitor 10 stands for a separate corrected image Ic.
  • the corrected image is generated by at least one processing unit 9, probably a microcomputer.
  • the processing unit can be a central computer as in figure 4 ; alternatively the processing unit can be located decentral e.g. at the cameras.
  • the display is also able to show any other objects 19 in their current position, in particular a baggage trolley as shown in the images of figure 4 .
  • the object can be any other in particular moving object which may constitute an obstacle.
  • an average repetition rate of corrected pictures is maximum 5 seconds, preferred max 1 second, for an image, in which the aircraft is moving.
  • the average repetition rate is max 0,2 seconds, in particular for safety relevant observations. That means the image shown in the central observation station is not older than the repetition rate. For stationary situations, i.e. in which the aircraft is not moving, the repetition rate can significantly higher.
  • VDGS Vehicle docking guidance system
  • a generic VDGS is disclosed in EP 2 660 152 A2 .
  • the processing unit can calculate the position P of the aircraft. From that a distance in x and y direction to the intended stop position can be calculated. This distance is then used for operating the VDGS 6.
  • Figure 6 shows a sequence of corrected images and the respective display of the VDGS 6 during a parking procedure.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Multimedia (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Mechanical Engineering (AREA)
  • Image Processing (AREA)
  • Image Analysis (AREA)
  • Traffic Control Systems (AREA)
EP19382926.4A 2019-10-24 2019-10-24 Procédé d'observation d'un trafic au sol à l'intérieur d'un aéroport Withdrawn EP3813039A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19382926.4A EP3813039A1 (fr) 2019-10-24 2019-10-24 Procédé d'observation d'un trafic au sol à l'intérieur d'un aéroport
PCT/EP2020/079381 WO2021078689A1 (fr) 2019-10-24 2020-10-19 Procédé d'observation d'un trafic de sol dans un aéroport

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19382926.4A EP3813039A1 (fr) 2019-10-24 2019-10-24 Procédé d'observation d'un trafic au sol à l'intérieur d'un aéroport

Publications (1)

Publication Number Publication Date
EP3813039A1 true EP3813039A1 (fr) 2021-04-28

Family

ID=68424828

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19382926.4A Withdrawn EP3813039A1 (fr) 2019-10-24 2019-10-24 Procédé d'observation d'un trafic au sol à l'intérieur d'un aéroport

Country Status (2)

Country Link
EP (1) EP3813039A1 (fr)
WO (1) WO2021078689A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2025195817A1 (fr) 2024-03-19 2025-09-25 Interroll Holding Ag Agencement de vérification de sécurité

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996009207A1 (fr) * 1994-09-19 1996-03-28 Siemens Corporate Research, Inc. Systeme autonome d'accostage d'un aeronef pilote par systeme video, procede et dispositif associes
US6389334B1 (en) * 1997-09-30 2002-05-14 Siemens Aktiengesellschaft Process and device for automatically supported guidance of aircraft to a parking position and management system therefor
EP2660152A2 (fr) 2012-04-30 2013-11-06 Fmt International Trade Ab Procédé d'identification d'un avion en connexion avec le stationnement de l'avion à une station
US20150131860A1 (en) * 2007-11-30 2015-05-14 Searidge Technologies Inc. Airport target tracking system
US20170262732A1 (en) * 2014-08-01 2017-09-14 Shenzhen Cimc-Tianda Airport Support Ltd. System and method for aircraft docking guidance and aircraft type identification

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996009207A1 (fr) * 1994-09-19 1996-03-28 Siemens Corporate Research, Inc. Systeme autonome d'accostage d'un aeronef pilote par systeme video, procede et dispositif associes
US6389334B1 (en) * 1997-09-30 2002-05-14 Siemens Aktiengesellschaft Process and device for automatically supported guidance of aircraft to a parking position and management system therefor
US20150131860A1 (en) * 2007-11-30 2015-05-14 Searidge Technologies Inc. Airport target tracking system
EP2660152A2 (fr) 2012-04-30 2013-11-06 Fmt International Trade Ab Procédé d'identification d'un avion en connexion avec le stationnement de l'avion à une station
US20170262732A1 (en) * 2014-08-01 2017-09-14 Shenzhen Cimc-Tianda Airport Support Ltd. System and method for aircraft docking guidance and aircraft type identification

Also Published As

Publication number Publication date
WO2021078689A1 (fr) 2021-04-29

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